Electrical equipment of motor vehicles and aircraft



F. H. BOWMAN AND R. L. ASPDEN. ELECTRICAL EQUIPMENT OF MOTOR VEHICLESAND AIRCRAFT. APPLICATION FILED AUG.28 1920.

1 ,4:1 9,607 Patented June 13, 1922.

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Emory/w F. H. BOWMAN AND R. L. ASPDEN.

. ELECTRICAL EQUIPMENT 0F MOTOR VEHICLES AND AIRCRAFT.

' APPLICATION FlLED AUG.28 1920-.

1,41 9,607. Patented June 13, 1922 2 SHEETS-SHEET 2.

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, manner that the to produce a current ELECTRICAL EQUITMENT MOTORVEHICLES AND AIRCRAFT.

Application filed August 28, 1920. Serial No. 406,696.

To all whom it may concern:

Be it known that we, FREDERIC HUNGER- FORD BOWMAN, a British subject,residin at Manchester, in the county of- Lancaster, ngland, -andRALPHLEONARD AsPDEN, a British subject, residing at Chorley, in the county ofLancaster,'England, have invented certain new and useful Improvements inthe Electrical Equipments-of 'Motor Vehicles and Aircraft,'of which thefollowing is a specification.

This invention relates to the electrical .equipment of motor vehiclesand aircraft;

he main object of our invention is to reduce the weight. ofand simplifythe electricalequipment of motor Vehicles and aircraft and theirauxiliary affecting the flexibility of ning.

apparatus without the engine in runthe usual fly wheel of the engine,the rotary portion of a dynamo-electric machine which is adapted to beclutched to and declutched from the engine shaft by means of a. clutchone member of which is positively connected to the engine shaft, and inarranging the stationary portion of said machine in such a two portionscan co-operate of electricity when the engine is running which can beemployed for ignition and lighting purposes.

he invention consists further in forming the dynamo-electric machinetoalsorun as a motor incircuit providing in said circuit a switch whichis automatically-closed by declutching said rotary portion and opened byclutching in said rotary'portion, whereby the dynamo-electric machinecan be employed as an engine starter and the rotary portion of the samecan be allowed to run duced to a minimum.

to perform 'the starting oper- The invention further consists informthrough the axis of the dynamo-electric ma- Our invention consistsin substituting for with an accumulator and in idly and attain a high.speed before it is clutched to the engine shaft...

ing the dynamo-electric: machine to also act as a magnetic'bralre 1n anauxiliary circuit with said accumulator and in providing in theauxiliary circuit a switch which'is automatically closed by continuedmovement of the movable member of the clutch after said member has beendisengaged and, by reverse Specification of Letters Patent. PatentedJune 13, 1922 movement of said memberis opened before i' the clutch isengaged.

The dynamo-electric machine can therefore be employed in place of theusual clutch brake and vehicle brakes, and gentlyand sweetly than suchbrakes.

Where it is'not desired to employ. the dynamo-electric machine as amagnetic brake hereinbefore the .dynamo-electric machine on one memberofa second clutch connected to the engine shaft, another member. ofthesecond clutch being mounted on the gear box or transmission shaft. Thisconstruction enables the transmission from the engine to the road wheelsto be arranged and controlled independently of the above describedmeans, and enables the rotary portion of the dynamoelectric machine toact as a fly wheel at all times.

The second clutch is employed forall usual purposes of gear changing orthe like, the first clutch being normally in engagement, and being onlythrown out'when'the annular member is run idly before starting theengine. a i

It is immaterial to the action of the dynamo -electric machine whetherthe second clutch is-engaged starting operation.

We attain the hereinbefore recited objects by the apparatus illustratedin the annexed two sheets of drawings wherein Figure 1 is a view of thedynamo-electric machine in vertical section on line 1-.-1 of Figure 2.

Figure'2 is a.

acts more or disengaged during the.

' pressed boss 0 at the end of the engine, where the fly wheel isusually situated. To

chine design in which a second clutch is embodied.

Figure f is a diagram illustrating the electrical wiring and so forthfor the machine illustrated in Figure 3.

Figure 5 is a diagram illustrating a modification in thewiring which maybe employed in connection with the machine shown in Figures 1 and 2:

Figure 6 is a side view of a detail of Figure 5.

Like references refer to similar parts throughout the various figures.

In the construction illustrated in Figures 1 and 2 a stationary magneticfield, preferably comprising a number of wound poles a, mounted on acollar b is provided on the crank case of the engine, preferably on a(not shown) the engine shaft d, in place of the usual fly wheel wesecure the interior member e of a cone clutch by bolting'it to a collarf sedured to the shaft d and we loosely mount on the end of the shaft d,an annular member 9 carrying an outer cone clutch member h. Acompression spring i is situatedbetween the clutch members and theconicity of the members e and. h is such that when loosely mountedmember 9 is pressed towards the fixed member 6 against the action of thespring 11, the clutch surfaces become separated whilst movement of theloose member g away from the fixed member 6 by the action of the spring4, causes the clutch surfaces to come into frictional contact.

The annular member g is provided with windings j in the plane of thestationary poles at and for this purpose we may secure to the member 9 anumber of thin annular rings is forming together a laminated gramme ringiipon which the gramme winding is provided. The annular member itcarries a suitable number of commutator segments Z which are suitablyinsulated from the member h and one another by insulation 'm and windingj by means of binding screws 11.. The stationary magnetic field isprovided with spring holders containing collecting brushes 0, preferablyof carbon, which yieldingly bear against the commutator formed by thesegments Z. When the memher 9 is moved axially to disconnect the clutchelements e and it, the brushes 0 are retained in operative contact withthe commutator segments 3. by the action of comsprings {not shown) whichyieldingly support the brushes.

In the example illustrated by Figure 3, the construction of thedynamo-electric machine is similar to that described with reference toFigures and Q, the commutator however loeing situated nearer the axis ofrotation and the member 6 of the two clutch are connected to the grammemembers 0 and h being secured to a collar f formed integral with theengine shaft (5 In addition to the clutch e, h, we employ another clutchshown by way of example only as plate clutch the parts p, g and 1thereof being mounted on the engine shaft (Z and gear box ortransmission shaft 8 in the well known manner. The party however isbolted to the clutch member 6.

' On the exterior of thepart r of the clutch which is situated on thebox shaft or transmission shaft, we provide an annular bearing surface23, preferably of white metal, and we mount the annular member grotatable on said bearing 25. In lieu of the bearing surface t we mayprovide a ball bearing between the part r and the part g.

' In the construction shown in Figures 1 and 2' the clutch member 6 maybe of heavy construction for the purpose, in engines having a smallnumber of cylinders, of act ing as a fly wheel at such times as themember g is 'declutched from the engine shaft.

In the wiring shown in Figure l, a series winding 10 and a shunt winding'0 are provided connected to the collecting brushes 0, 0 one of which isconnected to one terminal of an accumulator battery w by the lead 2 theother terminal of which battery is connected through an automatic cut inand out apd overload cut-out mto the switch lever y of a two way switch2 and direct to the switch contact 3.

The one end of the series field winding u is connected to the collectorbrush 0 by the lead 4 and the second end of the winding U is connectedto a contact 20 of an oil switch 21. The contact 20 is mounted on andmoves with the clutch pedal 13 provided for operating the clutch memberh (Figures 1 and 2, or Figure. 3). The other contact 23 of the switch 21is connected to the switch contact 5, this contact. and the contact3'beingso arranged that they can be closed by the switch lever 1 Thebrush 0 is connected to the contact 6 on the switch 2 by the lead '4'.The switch is so arranged that the lever g has a central neutralposition. The lighting and ignitionrurrent is taken direct from theaccumulator battery by theleads 8 and is controlled by any suitablearrangement of switch apparatus one arrangement being shown by way ofexample. The oil switch 21 is so arranged that contact does not takeplace therein until the clutch has been depressed so far as to cause theclutch members e and h to slip.

The hereinbefore described device operates as follows Assuming the carto be stationary, the engine to be stopped, the accumulator to becharged and the gears in neutral position. for the purpose of startingthe engine, the clutch members 6, It are declutched by means of thepedal 13, whereby the switch is llll) closed, andthe switch lever y ismoved from its neutral position into-.a position where it closes thecontacts 3 and 5 and thereby connects the acumulator with the seriesfield winding. u. The current taken. from the accumulator then causesthe annular member 9 to rotate idly and attain-a high velocity, thestarting torque being very large owing to the current passing throughboth the series and shunt winding u and c. When the annular member 9attains a suitable speed, the clutch members e and h are allowed toengage, the'switch 21 being thereby opened to break the circuit, and theengine shaft (Z is rotated by the momentum of the, member 9 and startsthe engine. The switch lever y is then moved into"its"neutral position,or it is moved over into its second position where it closes ihe'contact6. and connects the accumulatorl, battery through the automatic cut inor outand overload out out :0 direct with the collector brushes 0 o, andthe current generated in the gramme winding 7' thereby serves to chargethe accumulator battery w, the shunt circuit winding 1; comingautomatically into action for this purpose. In the neutral and secondposition of the switch, the annular member 9- acts as a fly wheel. Forfacilitating construction the annular member 9 may be formed with anumber of arms g, to which the gramme ring is secured at spaceddistances, Or the gramme ring core may be formed solid and integral withthe annular member. The outer clutch member in is preferably formedseparately from and forced into the annular member g, and is alsopreferably arranged to carry the'commutator segments Z which may bebedded in a channel section, annular insulat- 40.

ing ring m fitting in an annular groove-in the side face of the outerclutch member h, see Figures 1 and, 2.

In lieu of arranging the commutator as hereinbefore described it may bearranged on the outer side of the annular member in proximity to theshaft to which it is secured which is preferably the gear box shaft, and

' poses of gear changing,

the collector brushes may then be carried bysuitable armsand framingextending from the crank casing over the outer periphery of the annularmember to the opposite. or far side thereof.

The clutch e, h, in both theconstruction illustrated'in Figures l-andQ'fland the construction illustrated in Figure 3, is operated by theclutch edal13. The clutch e, h as arranged in tli Figures 1 and 2 servesfor all the usual purstarting and stopping the. vehicle" and so forth inaddition to servin for engine starting purposes and the peda 13operating the same: can there, fore take'the place of the usual clutchpedal.

In the construction illustrated in- Figure 3,

e construction illustrated in ber g to operate the clutch p, q and r forthe purpose of changing gear, and starting the vehicle.

In order to facilitate the changing of gears and enabletheynamo-electricmachine to be employed as a vehicle brake, in connection with theconstruction shown in F igures 1 and '2, wemay employ a modification inthe wiring of the mach'ne and its electrical connections, such amodification 'being illustrated by way of example in Figure 5. In thisfigure field windings 9 are provided and are direct connected at one endto one pole of the accumulator battery by the lead 10. These windingsmay be connected to the armature brushes or they may operate entirelyindependently therefrom. Furthermore these windings are wound inopposite direction to the winding u, or they may be wound in the samedirection and oppositely connected to the battery w. The other end ofthe windings is connected by lead 11 .to a contact 12 moving with butinsulated from the clutch pedal 13 which operates the clutch e, h(Figures 1 and 2). A- yielding contact 14 is provided in such apositionthat on further depression of the stopping and clutch pedal 13after disengagement of the clutch member h, the contacts 12 and 14 areclosed. As in Figure 1, the windings u are connected to the contact 20which mdves with but is insulated from the clutch-pedal 13 and isadapted to contact with 23' contact takes place between 12 and 14. Allthese contacts are arranged in an oil bath 21*. The contact 14- isconnected'by a lead 15 to an arm 24 secured to but insulated.

from the spindle 26 of the switch 2, Figure 6. The arm 3/ is alsosecured to but insulated from the spindle 26. A. Segmental contact 25 isprovided for the arm 24 to slide on and is connected to the contact 3 bya lead 27. The, windings '9 are therefore in an auxiliary circuit thecurrent of which acts in reverse direction to that of the main circuit.This auxiliary circuit is under the control of the switch lever y andtheclutch pedal 13. The remainder of the wiring is as shown in Figure 4.

In operation, starting the engine is effect-- contact 25'. When the beenmoved into its dircuit is closed at thatopen There the pedal 13 for gem130 before circuit by causing the a sired to brake the clutch, eitherwhen the vevehicle may hicle is standing or moving, further depressionof the pedal 13 after it has been moved sufliciently to disengage theclutch, closes the auxiliary in reverse direction through the dynamo--electric machine with the result that the latter acts as a brake on theclutch member. It will be observed that owin to a break in the maincircuit at the switch 2 closure of the contacts 20 and 23 does notaffect the operation of the dynamo-electric machine as a magnetic brake.

If the change gears are left in mesh, the be braked by actuating thepedal 13 to disengage the clutch and make contact between 12 and 14:.The dynamo-electric machine then performs the same operation as themechanical brakes now employed, but in a sweeter and more efficientmanner.

It will be appreciated the place of the usual fly wheel self-starter,

ignition current generator and lighting curtions, it is to be understoodthat we may em- -plo v any other suitable form thereof.

The automatic cut in and out w serves also as an overload cutout, thelower spring 28 of the switch being much stronger than the spring 29thereof and being therefore not attracted to break circuit until toomuch current is flowing for the supply of the battery.

The larger winding of the switch as is in shunt with the brushes 0 and oand therefore supplies the greater part of the magnetism necessary toattract the spring 28. The battery charging current flows only throughthe smaller winding of the switch a; and therefore cessation of saidcurrent when the charging current is broken by attraction of the spring28, does not reduce the magnetism acting on the spring 28 sufficientlyto allow said spring to move from its attracted position, as themagnetism in the larger coil increases with the speed of thedynamo-electric machine and the voltage of the current passing throughthe larger winding is increased.

The battery 'and dynamo-electric machine may supply any suitableignition system (not shown) and any suitable lighting system. In thelighting system illustrated in Figure 4, there are 2 head lamps 30, 2side lamps 31-;a1tail lamp 32 and a dash lamp 323. All these lamps areconnected in parallel and the leads brought down to the switch board 3awhich contains 3 ordinary tumbler switches 35 for controlling the lamps.The

the auxiliary circuit does not come into;

circuit and causes a current to flow that the above described devicesserve as and therefore takes voltmeter 36 is provided on the switchboard 34 andthe condition of the battery IV, can be ascertained bypressing the key 37 arranged below the voltmeter. The roof lamp is connected direct to the battery W, independently of the switch board and isprovided with its own switch 39,

1. In the electrical equipment of a power propelled carrier, an internalcombustion engine; an engine shaft forming an element thereof; adynamo-electric machine rotatably and slidably mounted on the engineshaft in place of a fly wheel; clutch means on the ynamo electricmachine rotor; clutch means rigidly provided on the engine shaft; meansconnected on the dynamo-electric machine rotor adapted to be operated toslide said rotor on the engine shaft and thereby clutch and declutchsaid rotor to and from the clutch member rigid with the engine shaft;and a dynamo-electric machine stator provided on a fixed part of themotor vehicle or aircraft adapted to cooperate with the dynamo-electricmachine rotor and produce therewithan electrical current when theinternal combustion engine is running; for the hereinbefore speciedpurpose.

2. In the electrical equipment of a power propelled Carrier, an internalcombustion engine; an engine shaft forming an element thereof; adynamo-electric machine rotor mounted on the engine shaft; clutchmembers between the dynamo-electric machine rotor and the engine shaft;a dynamo-electric machine stator fixed in cooperative position inrelation to the rotor; electric windings on the dynamo-electric machine;an accumulator connected to said windings; a switch actuated by theclutching and declutching of said clutch members; brake windingsprovided on the dynamoelectric machine and in an auxiliary circuit withthe accumulator; and a switch operated by actuation of the clutchmembers to automatically close the auxiliary circuit and excite thebrake windings on disengagement of the clutch members and toautomatically break the auxiliary circuit before the ClUtCl' membersarrive in engagement; for the hereinbefore specified purpose.

, In the electrical equipment of a power propelled carrier, an internalcombustion engine; an engine shaft formin a part thereof; a dynamoelectric mac ine the rotor of which is rotatably and slidably mounted inalignment with the shaft and the stator of which is fixed in cooperativerelation therewith; a clutch between the rotor and the engine shaft forengaging and disengaging the rotor with the engine shaft for startingpurposes; a transmission shaft for transmitting the motion of theengine: and an independently operable second clutch llill I between theengine shaft and thetran smission shaft for direct engagement anddisengagement-of the transmission shaft with the engine shaftindependently. of the first named clutch for gear charging and the likeelectric machine; a three position switch concumulator by trolling theconnections between the accumulator and the dynamo-electric machine tocaiise the machine-to run as a dynamo in its first position of theswitch, break the -.connections in its second position, and to cause themachine to run as a motor in its third position; brake windings on thedynamo eleotric machine connected to the acan auxiliary circuit; aswitchin the auxi ary circuit mechanically connectedto the first named switchand adapted by movement of said switch into its second position toautomatically close the auxiliary circuit and excite the brake windings.

5. In the electric equipment of a motor vehicleor aircraft, an internalcombustion engine; an engine shaft forming an element thereof; adynamo-motor winding provided on a part of the engine casing; a memberrotat ly mounted on the engine shaft; a dynamo-motor winding on saidmember; a rotary member rigid with the engine shaft and rotary meansaxially slidable but nonrotatable relative to the engine shaft adaptedto'couple or uncouple the first and second named members at will.

6. In the electrical equipment of a motor propelled carrier, a crankcasing; a crank shaft projecting therefrom; a stator of anelectro-magnetic machine fixed to the crank casing; one member of afriction clutch all portions of which are rigid with the crank shaft; arotor of an electro-magnetic ma chine rotatably mounted in alignmentwith the crank shaft and slidable relative to crank shaft; and anothermember of a friction clutch provided on the rotor and adapted tocooperate with the first named member and bedeclutched therefrom by asliding movement of the rotor in one direction.

7. In the drive of a dynamo-electric machine by an internal combustionengine of a' power propelled carrier, an armature freely mounted on theengine shaft, a member rigid with the engine shaft; two clutch elementscarried b missionshaft; a tfi ird clutch element slidably mounted on thetransmission shaft and cooperating with one of the first named clutchelements; a fourth clutch element rigidly mounted on the armaturemember; two of said clutch elements being slidable relatively to theother elements to couple and uncouple the transmission shaft andarrrliature to and from the engine shaft at wil Signed at Manchester, inthe county of Lancaster, England this 16th day of August,

FRED H. BOWMAN. RALPH L. ASPDEN.

Witnesses:

MARY 1. BossnAnnr, F. B. Bossmmnr.

said member; a trans- 4

